EP0634571A1 - Dispositif d'admission d'un moteur diesel - Google Patents

Dispositif d'admission d'un moteur diesel Download PDF

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Publication number
EP0634571A1
EP0634571A1 EP94107642A EP94107642A EP0634571A1 EP 0634571 A1 EP0634571 A1 EP 0634571A1 EP 94107642 A EP94107642 A EP 94107642A EP 94107642 A EP94107642 A EP 94107642A EP 0634571 A1 EP0634571 A1 EP 0634571A1
Authority
EP
European Patent Office
Prior art keywords
intake
port
intake port
ports
cylinder
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP94107642A
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German (de)
English (en)
Other versions
EP0634571B1 (fr
Inventor
Masatsugu Sakimoto
Yasuyuki Terazawa
Yasuhiro Yuzuriha
Masaaki Kashimoto
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mazda Motor Corp
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Mazda Motor Corp
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Filing date
Publication date
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Application filed by Mazda Motor Corp filed Critical Mazda Motor Corp
Publication of EP0634571A1 publication Critical patent/EP0634571A1/fr
Application granted granted Critical
Publication of EP0634571B1 publication Critical patent/EP0634571B1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
    • F02F1/4228—Helically-shaped channels 
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
    • F02F1/4214—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
    • F02B2031/006—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air intake valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/10—Diamond configuration of valves in cylinder heads
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/14—Direct injection into combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/48—Tumble motion in gas movement in cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F2001/244—Arrangement of valve stems in cylinder heads
    • F02F2001/247—Arrangement of valve stems in cylinder heads the valve stems being orientated in parallel with the cylinder axis
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to an intake apparatus of a diesel engine, and in particular, to an intake apparatus of a diesel engine having a plurality of intake ports in each of cylinders, all of the intake ports being straight ports and the incidence angles of the intake ports on the surface orthogonal to the cylinder axial line being provided in the directions along the tangential lines of the cylinders.
  • one of the two intake ports is a helical port whose throat portion communicating with the cylinder bore is arranged to be spiral and the other of the two intake ports is a straight port whose throat portion is arranged to be straight and the incidence angle of the other intake port is provided in the direction along the tangential line of the cylinder.
  • the swirl ratio becomes high because of the one helical port and the volumetric efficiency decreases because of large flow resistance caused by the helical port.
  • the diesel engine has obtained an improved fuel combustion with a low swirl ratio since a fuel injection system is improved. Therefore, the diesel engine having high volumetric efficiency with a low swirl ratio has been demanded.
  • a diesel engine has been proposed in which both of the intake ports are arranged to be straight and tangential.
  • Such diesel engine is disclosed for example in Japanese Utility Model Unexamined Publication No. 62-144.
  • the diesel engine includes two intake ports in each of the cylinders, both of the intake ports being straight and tangential. Further, the one port arranged in the rear direction of the swirl flow is located near the intake edge surface of the cylinder head and the other port arranged in the front direction of the swirl flow is located far from the intake edge surface of the cylinder head.
  • an intake apparatus of a diesel engine including a plurality of intake ports provided in each of cylinders, the respective intake ports having throat portions which extend straightly to a cylinder bore of each of the cylinders, the respective intake ports being provided to be directed to the tangential line of the cylinder on the surface orthogonal to a cylinder axial line and to be directed in the same swirl flow directions, the intake ports including a front intake port located at the front side in the swirl flow direction and a rear intake port located at the rear side in the swirl flow direction, characterized in that the front intake port and the rear intake port are provided so that velocity distribution of the intake air from the front intake port is more directed to the swirl direction than that from the rear intake port.
  • the front and rear intake ports are provided so that an incidence angle against a surface orthogonal to a cylinder axial line of the front intake port is smaller than that of the rear intake port.
  • the front and rear intake ports are provided so that an incidence angle against a surface orthogonal to a cylinder axial line of the front intake port is substantially equal to or smaller than that of the rear intake port and a length of the throat portion of the rear intake port is greater than that of the throat portion of the front intake port.
  • the front and rear intake ports respectively include port axial line transition portions with respective predetermined radiuses of curvature which are provided on port axial lines of the throat portions and near the intersection points of port axial lines and valve axial lines of the front and rear intake ports, said predetermined radius of curvature of the port axial line transition portion of the front intake port being provided to be smaller than that of the rear intake port.
  • a diesel engine includes a cylinder head 1 and a plurality of cylinders (only one cylinder is shown in Figure 1). Each of the cylinders has a cylinder bore 2.
  • the cylinder head 1 is provided with two intake ports 3 and 4, both of which extend from one end surface of the cylinder head 1 and communicate with the cylinder bore 2, and two exhaust ports 5 and 6 both of which extend from the other end surface and communicated with the cylinder bore 2.
  • the intake port 3 communicates with the bore 2 at the location near an intake side end surface la of the cylinder head 1 against a cylinder line direction indicated by A in Figure 1, and the intake port 4 communicates with the bore 2 at the location near an exhaust side end surface 1b of the cylinder head 1.
  • the exhaust port 5 communicates with the bore 2 at the location near the exhaust side end surface 1b of the cylinder head 1 against the cylinder line direction indicated by A in Figure 1, and the exhaust port 6 communicates with the bore 2 at the location near the intake side end surface 1a of the cylinder head 1. Further, opening portions of the intake ports 3 and 4 communicating with the cylinder bore 2 are located adjacently, and opening portions of the exhaust ports 5 and 6 communicating with the cylinder bore 2 are also located adjacently.
  • Both of the two intake ports 3 and 4 are straight ports whose throat portions 3a and 4a communicating with the cylinder bore 2 are provided so as to be straight.
  • the intake air in the intake ports 3 and 4 flow into the cylinder bore 2 in the tangential direction on the surfaces orthogonal to the cylinder axial lines V R and V F , and the incidence angles of the intake ports 3 and 4 against the surfaces orthogonal to the cylinder axial lines V R and V F are provided so that the incidence angle ⁇ R of the intake port 3 (hereinafter called rear intake port 3) located at the rear side in the swirl flow direction is greater than the incidence angle ⁇ F of the intake port 4 (hereinafter called front intake port 4) located at the front side in the swirl flow direction.
  • the rear intake ports 3 and the front intake port 4 generate swirl flow in the cylinder bore 2 by the intake airs in the both ports 3 and 4 flowing into the cylinder bore 2 in the clockwise direction in Figure 1.
  • the front intake port 4 with the small incidence angle ⁇ F compensates the decrease in the swirl ratio which is caused by the rear intake port 3 with the great incidence angle ⁇ R .
  • the length of the throat portion 3a is the same as that of the throat portion 4a.
  • Figure 3 is a bottom view of the cylinder head 1
  • Figure 4 is a view, partially in cross-section, showing a cylinder head 1 assembled.
  • a cylinder block 7 is disposed under the cylinder head 1, a piston 8 is inserted into the cylinder head 1, and a combustion cavity 9 provided on the top of the piston 8.
  • a fuel injection nozzle 10 with multiple holes is disposed in the cylinder head 1, facing the center of the combustion cavity 9 of the piston 8.
  • a glow plug hole 12 is provided in the cylinder head 1 so that a glow plug 11 is arranged at inner side of the combustion cavity 9 and is able to be attached from the bottom side of the cylinder head 1, and a terminal hole 13 is provided in the cylinder head 1 to extend outwardly from the glow plug hole 12.
  • the glow plug 11 is inserted into the glow plug hole 12 from the bottom side of the cylinder head 1 and a terminal plug 14 is inserted into the terminal hole 13 from the cylinder head 1 side.
  • Fuel mists injected from the fuel injection nozzle 10 are designated as B in Figure 3.
  • the combustion cavity 9 is provided with a protruding portion 9a into which the glow plug 11 is inserted.
  • the intake air of the rear intake port 3 flows into the cylinder bore 2 more downwardly than that of the front intake port 4 as shown by the solid lines.
  • the intake air of the rear intake port 3 passes the intake valve 15
  • the intake air of the rear intake port 3 is spread less than that of the front intake port 4.
  • the interference between the intake airs of the intake ports 3 and 4 can be decreased when both of the intake airs pass the intake valves 15 and 16, and further the intake air of the rear intake port 3 bumps rarely against the intake valve 16 of the front intake port 4.
  • the volumetric efficiency of the diesel engine is increased with obtaining necessary swirl ratio.
  • the two-dot chain line designates the configurations of the conventional intake ports whose incidence angles ⁇ ' F and ⁇ ' R are the same and the main flow directions of the intake airs from the intake ports.
  • the interference between the intake air flows of the both intake ports occurs and the intake air flow from the intake port located at the rear side bumps against the intake valve of the intake port located at the front side much more than the embodiment of the invention as shown above.
  • the incidence angle ⁇ R of the rear intake port 3 is provided to be great and the incidence angle ⁇ F of the front intake port 4 is provided to be small and therefore the main flow directions of the intake airs from the intake ports 3 and 4 are different each other, the vector components in the cylinder axial lines V R and V F of the intake air flows from the intake ports 3 and 4 are different each other as shown in Figure 7.
  • the strong tumble flow is prohibited from being generated, and the tumble flow as shown by the solid line arrow in Figure 7 does not coincide with the cylinder center and therefore the tumble flow does not exist in a long period.
  • the rear intake port 3 is provided at the location near the intake end surface 1a of the cylinder head 1 and the front intake port 4 is provided at the location far from the intake end surface la of the cylinder head 1 against the cylinder line direction, the respective intake ports 3 and 4 are disposed very easily. Further, since the curvatures of the intake ports 3 and 4 are provided to be small, the fluid resistance caused by the ports 3 and 4 becomes small and the cylinder head 1 is manufactured easily. Moreover, the glow plug 11 is able to be attached from the bottom surface of the cylinder head 1.
  • the incidence angle ⁇ R of the rear intake port 3 against the surface orthogonal to the cylinder axial line V R is the substantially same as the incidence angle ⁇ F of the front intake port 4, and the length L R of the throat portion 3a of the rear intake port 3 is provided to be longer than the length L F of the throat portion 4a of the front intake port 4.
  • the intake air from the rear intake port 3 has larger inertial force than that from the front intake port 4, the intake air from the rear intake port 3 flows more downwardly than that from the front intake port 4 and, therefore, the intake air from the rear intake port 3 does not spread so much at the intake valve for the rear intake port 3.
  • the interference between the intake airs from the intake ports 3 and 4 is reduced, and the intake air from rear the intake port 3 rarely bumps against the intake valve for the front intake port 4.
  • the volumetric efficiency of the diesel engine is increased with obtaining necessary swirl ratio according to the second embodiment of the present invention.
  • the incidence angle ⁇ R against the surface orthogonal to the cylinder axial line V R of the rear intake port 3 is provided to be greater than the incidence angle ⁇ F of the front intake port 4.
  • the length L R of the throat portion 3a of the rear intake port 3 is provided to be longer than the length L F of the throat portion 4a of the front intake port 4.
  • an intake apparatus of a diesel engine may be provided in which the incidence angle ⁇ R against the surface orthogonal against the cylinder axial line V R of the rear intake port 3 is provided to be greater than the incidence angle ⁇ F of the front intake port 4 and the length L R of the throat portion 3a of the rear intake port 3 is further provided to be longer than the length L F of the throat portion 4a of the front intake port 4.
  • a diesel engine includes a cylinder head 1 and a plurality of cylinders (only one cylinder is shown in Figures 9 and 10).
  • Each of the cylinders has a cylinder bore 2.
  • the cylinder head 1 is provided with two intake ports 3 and 4, both of which extend from one end surface of the cylinder head 1 and communicate with the cylinder bore 2.
  • the rear intake port 3 communicates with the bore 2 at the location near an intake side end surface la of the cylinder head 1 against a cylinder line direction indicated by A in Figure 9, and the front intake port 4 communicates with the bore 2 at the location near an exhaust side end surface lb of the cylinder head 1. Further, opening portions of the intake ports 3 and 4 communicating with the cylinder bore 2 are located adjacently.
  • the cylinder head 1 is provided with two exhaust ports (not shown) which are located adjacently.
  • vectors designated by arrows shows the velocity distributions or velocities and directions of the intake airs from the intake ports 3 and 4.
  • Large head bolt holes 21 and small head bolt holes 22 are provided in the cylinder head 1. Those holes 21 and 22 are arranged not so as to interfere with the intake ports 3 and 4.
  • Both of the two intake ports 3 and 4 are straight ports whose throat portions 3a and 4a communicating with the cylinder bore 2 are provided so as to be straight.
  • the intake airs in the intake ports 3 and 4 flow into the cylinder bore 2 in the tangential direction on the surfaces orthogonal to the cylinder axial lines V R and V F , and the incidence angles of the intake airs from the intake ports 3 and 4 against the surfaces orthogonal to the cylinder axial lines V R and V F are provided so that the incidence angle ⁇ R of the rear intake port 3 is greater than the incidence angle ⁇ F of the front intake port 4.
  • the rear intake port 3 and the front intake port 4 generate swirl flow in the cylinder bore 2 by the intake airs in the both ports 3 and 4 flowing into the cylinder bore 2 in the clockwise direction in Figure 9.
  • the rear intake port 3 is provided wit a transition portion with radius of curvature r R on the port axial line A R of the throat portion 3a.
  • the transition portion with radius of curvature r R locates near the intersection point of the port axial line A R of the throat portion 3a and the valve axial line V R extending vertically through a center of an outlet opening of the rear intake port 3.
  • the front intake port 4 is provided with a transition portion with radius of curvature r F on the port axial line A F of the throat portion 4a.
  • the transition portion with radius of curvature r F locates near the intersection point of the port axial line A F of the throat portion 4a and the valve axial line V F extending vertically through a center of an outlet opening of the front intake port 4.
  • the radius of curvature r F of the transition portion on the port axial line A F of the throat portion 4a of the front intake port 4 is provided to be smaller than the radius of curvature r R of the transition portion on the port axial line A R of the throat portion 3a of the rear intake port 3.
  • the port axial line A F of the throat portion 4a of the front intake port 4 is provided to be a substantially straight line
  • the port axial line A R of the throat portion 3a of the rear intake port 3 is provided to be a curve with radius of curvature R R which is greater than the radius of curvature r R of the transition portion of the throat portion 3a.
  • the radius of curvature r R is for example 16 millimeter and the radius of curvature r F is for example 7.5 millimeter.
  • the center of the radius of curvature r R locates at the outside of the rear intake port 3, and the center of the radius of curvature r F locates at the inside of the front intake port 4.
  • the radius of curvature R R is for example about 100 millimeter.
  • the port axial line A F of the throat portion 4a of the intake port 4 has it's upstream portion whose radius of curvature R F (for example R F is 45 millimeter) which is smaller than the radius of curvature R R of the throat portion 3a of the rear intake port 3.
  • the rear intake port 3 may be provided so that the port axial line A R of the throat portion 3a is a substantial straight line instead of the curve with the radius of curvature R R mentioned above.
  • the intake port 4 causes a strong swirl flow and the intake air from the rear intake port 3 has larger inertial force along the cylinder axial line V R than that from the front intake port 4.
  • the intake air from the rear intake port 3 flows more downwardly than that from the front intake port 4 and, therefore, the intake air from the rear intake port 3 does not spread so much at the intake valve in comparison with that from the front intake port4.
  • the interference between the intake airs from the intake ports 3 and 4 is reduced and the intake air from the rear intake port 3 rarely bumps against the intake valve for the front intake port 4.
  • the volumetric efficiency of the diesel engine is increased.
  • the strong tumble flow is prohibited from being generated.
  • the main flow directions of the intake ports 3 and 4 are different each other and therefore vector components of the intake airs of the intake ports 3 and 4 in the cylinder center direction are different each other, the rotation surface of the tumble flow does not coincide with the cylinder center and therefore the tumble flow does not exist in a long period.
  • the rear intake port 3 is provided with the transition portion with the radius of curvature r R on the port axial line A R of the throat portion 3a near the intersection point of the port axial line A R and the valve axial line V R and the front intake port 4 is provided with the transition portion with the radius of curvature r F on the port axial line A F of the throat portion 4a near the intersection point of the port axial line A F and the valve axial line V F , the port axial lines A R and A F are connected smoothly with the valve axial lines V R and V F in the openings of the port outlets.
  • the transition portion with the small radius of curvature r F is provided in the front intake port 4, the main flow direction of the intake air from the front intake port 4 is prohibited from deflecting to the direction of the valve axial line V F on the transition portion thereof. As a result, the swirl flow is generated effectively by the front intake port 4 with the small incidence angle ⁇ F .
EP94107642A 1993-05-18 1994-05-17 Dispositif d'admission d'un moteur diesel Expired - Lifetime EP0634571B1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
JP140126/93 1993-05-18
JP14012693 1993-05-18
JP14012693 1993-05-18
JP11598794A JP3513911B2 (ja) 1993-05-18 1994-05-02 ディーゼルエンジンの吸気装置
JP115987/94 1994-05-02
JP11598794 1994-05-02

Publications (2)

Publication Number Publication Date
EP0634571A1 true EP0634571A1 (fr) 1995-01-18
EP0634571B1 EP0634571B1 (fr) 2000-08-16

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ID=26454395

Family Applications (1)

Application Number Title Priority Date Filing Date
EP94107642A Expired - Lifetime EP0634571B1 (fr) 1993-05-18 1994-05-17 Dispositif d'admission d'un moteur diesel

Country Status (3)

Country Link
EP (1) EP0634571B1 (fr)
JP (1) JP3513911B2 (fr)
DE (1) DE69425532T2 (fr)

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0666409A1 (fr) * 1994-02-04 1995-08-09 Mazda Motor Corporation Moteur diesel à injection directe
FR2734316A1 (fr) * 1995-05-16 1996-11-22 Peugeot Moteur a combustion interne a allumage commande pouvant fonctionner avec un melange air-carburant pauvre en carburant
FR2746442A1 (fr) * 1996-03-22 1997-09-26 Daimler Benz Ag Culasse de moteur a combustion interne
EP0857868A1 (fr) * 1997-02-10 1998-08-12 Audi Ag Moteur à combustion interne au Diesel
WO1999067515A1 (fr) * 1998-06-19 1999-12-29 Fev Motorentechnik Gmbh Moteur diesel a injection directe a processus de combustion assiste par culbute
EP0984149A2 (fr) * 1998-08-31 2000-03-08 Honda Giken Kogyo Kabushiki Kaisha Structure d'une culasse pour un moteur à combustion interne
GB2342689A (en) * 1998-10-16 2000-04-19 Ford Global Tech Inc I.c. engine cylinder head intake system to produce swirl
EP1020630A1 (fr) * 1999-01-15 2000-07-19 Renault Culasse de moteur à combustion interne
WO2000077358A1 (fr) 1999-06-09 2000-12-21 Fev Motorentechnik Gmbh Moteur a pistons dote de moyens pour produire un flux secondaire d'air de suralimentation
WO2003036061A1 (fr) * 2001-10-04 2003-05-01 Robert Bosch Gmbh Organe d'aide au demarrage et chambre de combustion
FR2849676A1 (fr) 2003-01-07 2004-07-09 Renault Sa Culasse pour moteur diesel a injection directe comportant des moyens pour ameliorer le compromis "swirl-permeabilite"

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4680828B2 (ja) 2006-05-11 2011-05-11 本田技研工業株式会社 エンジンの吸気ポ−ト構造

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US3045655A (en) 1960-04-30 1962-07-24 Fiat Spa Cylinder head for internal combustion reciprocating engines
FR1555760A (fr) * 1966-12-09 1969-01-31
DE2017877A1 (de) * 1969-05-07 1970-11-12 List, Dipl.-Ing, Dr.Dr.h.c. Prof. Hans, Graz (Österrreich) Zylinderkopf
FR2152198A5 (fr) * 1971-10-27 1973-04-20 Kloeckner Humboldt Deutz Ag
US3832983A (en) * 1972-02-16 1974-09-03 J Nickly Cylinder head for an internal combustion engine
JPS5532976A (en) 1978-08-30 1980-03-07 Isuzu Motors Ltd Internal combustion engine with supercharger

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3045655A (en) 1960-04-30 1962-07-24 Fiat Spa Cylinder head for internal combustion reciprocating engines
FR1555760A (fr) * 1966-12-09 1969-01-31
DE2017877A1 (de) * 1969-05-07 1970-11-12 List, Dipl.-Ing, Dr.Dr.h.c. Prof. Hans, Graz (Österrreich) Zylinderkopf
FR2152198A5 (fr) * 1971-10-27 1973-04-20 Kloeckner Humboldt Deutz Ag
US3832983A (en) * 1972-02-16 1974-09-03 J Nickly Cylinder head for an internal combustion engine
JPS5532976A (en) 1978-08-30 1980-03-07 Isuzu Motors Ltd Internal combustion engine with supercharger

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Title
BILD 14B aus D1
FRANZ X.MOSER, STEYR-DAIMLER-PUCH AG: "Kriterien der 4-Ventilbauweise bei Nutzfahrzeug-Dieselmotoren", HAUS DER TECHNIK, 27 February 1986 (1986-02-27), ESSEN

Cited By (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0666409A1 (fr) * 1994-02-04 1995-08-09 Mazda Motor Corporation Moteur diesel à injection directe
FR2734316A1 (fr) * 1995-05-16 1996-11-22 Peugeot Moteur a combustion interne a allumage commande pouvant fonctionner avec un melange air-carburant pauvre en carburant
FR2746442A1 (fr) * 1996-03-22 1997-09-26 Daimler Benz Ag Culasse de moteur a combustion interne
EP0857868A1 (fr) * 1997-02-10 1998-08-12 Audi Ag Moteur à combustion interne au Diesel
US6336438B1 (en) 1998-06-19 2002-01-08 Fev Motorentechnik Gmbh Direct injection diesel motor with tumble-supported combustion process
WO1999067515A1 (fr) * 1998-06-19 1999-12-29 Fev Motorentechnik Gmbh Moteur diesel a injection directe a processus de combustion assiste par culbute
EP0984149A2 (fr) * 1998-08-31 2000-03-08 Honda Giken Kogyo Kabushiki Kaisha Structure d'une culasse pour un moteur à combustion interne
EP0984149A3 (fr) * 1998-08-31 2001-01-24 Honda Giken Kogyo Kabushiki Kaisha Structure d'une culasse pour un moteur à combustion interne
GB2342689A (en) * 1998-10-16 2000-04-19 Ford Global Tech Inc I.c. engine cylinder head intake system to produce swirl
US6109234A (en) * 1998-10-16 2000-08-29 Ford Global Technologies, Inc. Cylinder head intake system
GB2342689B (en) * 1998-10-16 2003-01-15 Ford Global Tech Inc Cylinder head intake system
EP1020630A1 (fr) * 1999-01-15 2000-07-19 Renault Culasse de moteur à combustion interne
FR2788563A1 (fr) * 1999-01-15 2000-07-21 Renault Culasse de moteur a combustion interne
WO2000077358A1 (fr) 1999-06-09 2000-12-21 Fev Motorentechnik Gmbh Moteur a pistons dote de moyens pour produire un flux secondaire d'air de suralimentation
WO2003036061A1 (fr) * 2001-10-04 2003-05-01 Robert Bosch Gmbh Organe d'aide au demarrage et chambre de combustion
FR2849676A1 (fr) 2003-01-07 2004-07-09 Renault Sa Culasse pour moteur diesel a injection directe comportant des moyens pour ameliorer le compromis "swirl-permeabilite"

Also Published As

Publication number Publication date
JPH0734884A (ja) 1995-02-03
DE69425532T2 (de) 2001-04-26
EP0634571B1 (fr) 2000-08-16
DE69425532D1 (de) 2000-09-21
JP3513911B2 (ja) 2004-03-31

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